SUSTAINABLE HIGHLANDS HIGHWAY INVESTMENT PROGRAM (SHHIP)- TRANCHE 2

ADB Loan No.4094/4095-PNG and OPEF Fund Loan No.14606P

CONTRACT NO.NPC 2020-52 (BCW3)

PART Ⅴ Detour Design

No.69 PIN RIVER BRIDGE DRAWINGS

SEP. 2023
 the Bridge Replacement Program, September 2019
1 DESIGN CRITERIA
(2). SHHIP-Tranche1-0STB3747-Revised Additional Scope of Work - Bridge Investigation Report,
Road grade：Detour September2019
N0. of lane: 1(Two-way traffic)
(3). SHHIP-Tranche1-0STB3747-Revised Additional Scope of Work - Preliminary Design Report, March 2020
Width of lane：6.5m (4). SHHIP-Tranche1-0STB3747-Revised Additional Scope of Work - Preliminary Design Drawings (Approach
Pavement structure: C25 cement concrete T=200mm+Gravel Pavement T=100mm
Roads and Bridges), March 2020
Maximum longitudinal slope: 8%
Crossfall：3.0% 3 PAVEMENT STRUCTURE FOR Detour
Design Speed (KPH)：20 The total design N0.69 detour length is approximately 124.815m(K0+033.098-K0+157.913).
Minimum Reaction Time:2sec
3.1 Function
SEISMIC ZONE: Based on the seismic zone study (2019), the bridges(#55-#71) of the project on the highlands
As a major traffic artery running east-west, the Road carries a large number of motorized vehicles, non-
highways are located on the seismic zones (3).
motorized vehicles and pedestrians, and it plays an important role as a link of the city. The Road crosses
2 DESIGN STANDARDS multiple urban and rural areas, becoming the most direct and efficient link between many destinations. By
connecting different kinds of residential communities factories and other places to achieve connection
2.1 DOW SPECIFICATIONS
and cross-domain interaction, and to better strengthen the closeness between cities.
(1). DOW -Specification for Road and Bridge works, June 2015
In view of the importance and functional characteristics of the Road, we designate it as a main road
(2). DOW - Roads & Bridges Design Branch - Standard Engineering Drawings - Roads, March 2015
running east-west, and build it from the following four aspects:
(3). DOW - Earthquake Engineering for Bridges in Papua New Guinea, 1985 Revision
① Accessibility
Interim to Interim Amendment to PNGS 100101082: Part 4 Earthquake Design Actions, Geoscience Australia
Along the old Road, there are multiple bridges along the route from the starting point Mount Hagen to
(4). Notes in Support of the Application of PSHA19 for Papua New Guinea on Highlands Highway Seismic
Lae.The Road crosses multiple urban and rural areas, becoming the most direct and efficient link between
Assessment of Bridges
many destinations. By connecting different kinds of residential communities factories and other places to
(5). Papua New Guinea - Flood Estimation Manual, August 2018
achieve connection and cross-domain interaction, and to better strengthen the closeness between
(6). DOW - Road Design Manual, April 2017
cities.The traffic of the entire road is accessible.
(7). Department of Environment and Conservation of PNG - Bureau of Water Resources, PNG -- Flood
② Connection
Estimation Manual, December 1990
The Road goes east from Mount Hagen, the starting point of the design, passing through Mount Hagen,
(8). Department of Works and Supply, Manual for the Design of Drainage Structures for rural Roads Volume
Gonoka, Henganofi, and then keeps going east passing through Nadzab, finally arrives at the endpoint of
1&2
Lae. The entire journey passes through multiple towns, facilitating the travel of people and goods
(9). DOW - Highway Maintenance Specifications, Revised and Reissued October 2017
between towns.
(10). DOW - Safe Traffic Control at Road Works - Field Guide, January 2016
③ Safety and Convenience
(11). DOW- River Training Manual, 1087
Due to the safety hazards of the current bridges, 17 new bridges need to be built in this design. To ensure
(12). Papua New Guinea - Flood Estimation Manual, August 2018
traffic passage, temporary access roads will be added during the construction process to ensure passage.
(13). Department of Works Flood Resistant Bridge Design Guide (2020)
By improving road functions and providing safety protection measures, the purpose of safety and
2.2 OTHERS convenience is achieved.
④Green Ecological
(1). SHHIP-Tranche1-CSTB3747-Revised Additional Scope of Work - Inception Report of Feasibility Study for
The roadway passes through rivers, grasslands and woodlands. During the road reconstruction, the rivers
and existing ditches shall be used as much as possible for drainage, in order to reduce the amount of
excavation and protect the natural environment to the greatest level.

3.2 Roadway Alignment

The total design N0.69 detour length is approximately 124.815m(K0+033.098-K0+157.913), the standard

width of the road is 6.5m, The minimum radius of a circular curve is 120m。

3.3 Roadway Vertical Section

The maximum longitudinal slope of N0.69 detour profile is 5.1%.

3.4 Roadway Cross Section 3.8 Culvert Design

The detour:6.5m=0.5m(Hard shoulder)+5.5m（Roadway）+0.5m(Hard shoulder). 3@D1800 Corrugated Steel Culverts will be used , Please refer to the drawings in Road Plane Design
Drawing of Detour and Standard Culver Headwall for details of the method.
3.5 Abbreviations
3.9 Safety Signs
DBST: Double Bituminous Surface Treatment
(1)The construction unit shall equip, erect and maintain necessary signs around the construction site to
CBR: California Bearing Ration
provide safety warnings and convenient passage for its employees and the public.
CB1,A: Fresh Crushed Rock with nominal CBR Value of minimum 80
GS: Natural Gravel with nominal CBR value of minimum 30 (2)The signboard should include：
ORN31: Overseas Road Note 31
①Warning and danger signs；
3.6 Diversion Road (Detour)
②Safety and control signs；

③Guide signs and standard road signs;

(3)The size, color, text, and installation location of all signs should be approved by the supervising
engineer.

3.10 Block design of cement concrete pavement

3.7 Roadbed Design Cement concrete pavement joints include longitudinal and transverse joints
(1)Longitudinal joints
The existing road with a high compaction over the years, part of the existing road are not considered to be
treated. The roadbed treatment only consider the necessary sections. ①Longitudinal joints include longitudinal contraction joints and longitudinal construction joints. The
Roadbed treatment excavate steps according to site requirements, and determines the widening width of
spacing between longitudinal joints (i.e. board width) should be selected within the range of 3.0-4.5m.
new subgrade according to the designed road width. Sand mat is replaced on demand in special subgrade
During construction, the size of the blocks can be adjusted as appropriate while meeting the technical
treatment.
requirements of the specifications.
 possible at expansion or contraction joints. The construction joint located at the expansion joint has the
②Longitudinal construction joints: When the width of a single paving is less than the width of the road
same structure as the expansion joint; The construction joint located at the contraction joint should be of
surface, longitudinal construction joints should be set up. The longitudinal construction joints of the road
the flat joint and transmission rod type; The construction joint set between the transverse contraction
are all in the form of tie rod flat joints. The upper part should be sawn and cut with a depth of 30-40mm
joints adopts the form of tongued and grooved joints with tie rods.
and a width of 3-8mm. The groove should be filled with joint filling material.

③Longitudinal shrinkage joint: When the paving width is greater than 4.5 meters, a longitudinal shrinkage

joint should be set. The longitudinal contraction joints of the road are all in the form of tie rod false joints.
When using granular base, the depth of the groove should be 1/3 of the plate thickness; When using a
semi rigid base layer, the groove depth should be 2/5 of the plate thickness.

④A pull rod is set at the center of the plate thickness for the longitudinal joint, and anti rust paint is

applied within 100mm of the middle of the pull rod. The distance between the outermost pull rod and the
transverse joint shall not be less than 100mm.

⑤Transverse expansion joints should be set up at adjacent bridges or other fixed structures, intersections

with other roads, changes in slab thickness, and small radius flat curves, and the number of expansion
joints should be determined based on construction temperature and concrete expansion properties. The
width of the expansion joint is 20-25mm, and a joint filling plate and a sliding transmission rod are set
inside the joint. When the expansion joints between concrete pavement and fixed structures such as
bridges, culverts, channels, and tunnels cannot be equipped with transmission rods, double layer steel
mesh can be installed at the ends of adjacent structures, or the plate thickness can be gradually increased
by 20% within a length range of 6-10 times the plate thickness.

⑥The expansion joints of all roads are equipped with sliding transmission rod type expansion joints.

(2)Transverse joint

①Transverse joints include transverse contraction joints, expansion joints, and transverse construction

joints. Transverse construction joints should be located as much as possible at the position of transverse
contraction or expansion joints. The spacing between transverse joints (i.e. board length) should be
selected based on the type and thickness of the surface layer: the surface layer of ordinary cement
concrete should be 4-6m, the aspect ratio of the surface layer board should not exceed 1.35, and the
plane area should not exceed 25m. During construction, the size of the blocks can be adjusted as
appropriate while meeting the technical requirements of the specifications.

②Horizontal construction joints: When daily construction ends or concrete pouring is interrupted due to

reasons, horizontal construction joints must be set up, and their positions should be selected as much as
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 COAT
OF
ARMS

Natural Surface

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 Brackets Brackets

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 R.H.S L.H.S
e
o

n
TP Line SC TP TP SC n

e
el
sc n

Lev

er
TP

sup
sc

super
Centre
e

n
L.H.S R.H.S
Superelevation will become level at

n
* Distance between TP's not midpoint between T.P.'s only when both curves

S.
sufficient to accommodate

S
have the same superelevation.

T.
standard transitions

S
T.P
REVERSE CURVES SUPERELEVATION DIAGRAM FOR CASE
I.P
S.
C
e S.C L.H.S L.H.S
e

super e
tion

e
va

super e
super
ele
sc
TP TP
sc o

super
T.P SC TP TP SC n
n
T.S SIMILAR CURVES
e
R.H.S R.H.S
n

(LESS THAN 0.4Vm BETWEEN T.P'S)

S.S
SUPERELEVATION DIAGRAM FOR CASE
l
ve
Le

L.H.S L.H.S

super n
e

e
super e
sc
TP
= = TP
sc
n

super
SC TP = = TP SC n
n
DEVELOPMENT OF SUPERELEVATION
SIMILAR CURVES e
GENERAL CASE R.H.S R.H.S
0.4Vm - 0.8Vm BETWEEN T.P'S
SUPERELEVATION DIAGRAM FOR CASE

super n

e
NOTES Pavement widening :-
super e

sc
TP
= = TP
sc GENERAL CASE. Pavement widening to be applied uniformly
e

super
to the inside of the curve between the T.S.

SC TP TS SS
o and S.C. points.
SS TS = TP = SC = = n CASE. 1. Widening to be varied uniformly between S.C.
n points and mid point between T.P.' s
e CASE. 2&3. Full widening to be maintained between curves.
SUPERELEVATION OF DIAGRAM
GENERAL CASE
SIMILAR CURVES
CASE. 4. Widening to be varied uniformly from full
0.8Vm - 1.6Vm BETWEEN T.P'S Widening at s.C. points to nil at mid point
between T.P.'s
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